System of motor control.



No. 730,341. PATBNI'ED JUNE 9, 1903;

r P. E. CASE.

SYSTEM 01-" MOTOR CONTROL.

APPLIOATION FILED FEB. 12, 1900.

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Frank ElCase fifulwwa, (L

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PATBHTED JUNE 9, 1903.

F. E. CASE.

SYSTEM OF MOTOR CONTROL.

APPLICATION FILED FEB. 12, 1900.

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10 MODEL.

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Witnesses: i

I I l \D D' l FPankficase T b8 i THE NOW! 5 PEYERS CD PNOTO TON D A"amuma No. 730,341.- PATBNTED JUNE 9, 1903.

F. B. CASE.

SYSTEM OF MOTOR CONTROL.

APPLICATION FILED FEB. 12, 1900.

no MODEL. 5 SHEETS-SHEET a.

Witnesses Jnventor. Frank Elcase'.

m: uonms mas w. moroumo. WASHINGTON. n. c,

No.-730,341. PATENTED JUNE 9, 1903.

P. E. CASE.

SYSTEM OF MOTOR CONTROL.

APPLIOATION FiLE D FEB. 12, 1900.

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wltnesses No. 730,341. I PATENTED JUNE 9, '190'3= I F. 13. CASE.

SYSTEM OF MOTOR CONTROL.

APPLICATION FILED FEB.12, 1900.

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5E Frank 13C? x V by I UNITED STATES Patented June 9, 1903.

PATENT OEEIcE.

FRANK E. CASE, OF SCHENECTADY, NEW YORK, ASSIGNOR TO THE GENERALELECTRIC COMPANY, A CORPORATION OF NEW YORK.

SYSTEM OF MOTOR CONTROL.

SEECIFICATION forming part of Letters Patent No. 730,341, dated June 9,1903.

Application filed February 12, 1990. Serial No. 4,877. (No model.)

T0 at whom it may concern:

Be it known that I, FRANK E. CASE, a citizen of the United States,residing at Schenectady, county of Schenectady, State of New York, haveinvented certain new and useful Improvements in Systems of MotorControl, of which the following is a specification.

My present invention relates to systems of control for electric motors,and is particularly adapted for use in electric-railway systems in whicha number of cars carrying one or more propelling-motors are to becontrolled from a single point.

Certain features of my invention are appli cable to train-controlsystems in general, while others are limited in their application tothose systems in which a storage battery is provided on one or more ofthe cars for supplying current to actuate the various controllin'gdevices on the several cars.

In those systems employing a storage battery for actuating thecontrolling devices it has heretofore been customary to maintain thebatteries in a charged condition by connecting them to line through aresistance or otherwise. It is one of the objects of my invention to soarrange and connect these batteries that they may be inserted in themotor-circuits and charged during the time that the train isaccelerating, thereby utilizing energy that would otherwise bedissipated in heating resistances. Inasmuch as the battery must be in acondition to supply current to actuate the controlling devices even whenit is connected in the charging-circuit it is essential that the severalcells shall always be so connected as to furnish an electromotive forcegreat enough to supply the current requisite for operating thecontrolling devices, and in practice I find it advisable to makepermanent connections between the several cells, so that the batteryconstitutes a unit, having at all times a certain definite electromotiveforce. In carrying out this feature of my invention I take the nowWeilrnown system, comprising controllers and storage batteries on theseveral motor-cars of a train connected to train-conductors leading to amaster-controller or master-controllers, and I so arrange the contactsof the motor and master controllers that the same battery which suppliescurrent through the mastercontroller to operate the motor-controllers isin certain positions of the master-controller connected by themotor-controlling contacts into the motor-circuit for charging. In thefirst position of the master-controller the battery is connected in themotor-circuit in series with a resistance, which latter is graduallycutout by the movement of the controller. Upon further movement aresistance is shunted around the storage battery, and, finally, in thelast position of the controller the storage battery is disconnected fromthe motor-circuit and the shunting resistance short-circuited.Bysoconnectingthestorage "battery I render it possible to charge thesame while the motors are accelerating. If the demand on the battery isexcessive, it may be maintained in circuit permanently or for anydesired length of time in the position in which it is shunted by aresistance.

Another feature of my invention also applicable to a train systememploying a storage battery for actuating the motor-controllers, andespecially applicable when the motor-controller consists ofseparateelectromagnetically-actuated contacts, consists in so arranging thecontacts of the master-controller that in the'final position, after allthe contacts of the motor-controller have been actuated, the currentsupplied by the storage battery to the electromagnets will be reduced toan amount just sufficient to maintain them in their closed position.

My invention also comprises an indicating and open-circuiting device fornotifying the operator-at the master-controller whenever an excessivecurrent-flow exists in any one of the motor-circuits and for opening thecircuits of all of the motors when such excessive current-flow occurs.In the embodiment of this feature of my invention which I haveillustrated I employ an automatic circuitbreaking device adjacent toeach master-controller and connected in circuit with the source fromwhich the current for actuating the motor-controllers is supplied, andon each ear I provide a device for short-circuiting the storagebatteries through the tripping-coils of any of the said circuit-breakingdevices which are closed, so that they will Ice be actuated whenever thecurrent in any of the motor-circuits exceeds a certain predeterminedlimit.

Another feature of my invention comprises means for operating one ormore switches from a master-controller, in combination with a lockingdevice which is actuated whenever any one of the switches fails tooperate after the master-controller has been operated. As shown in thedrawings, this feature of myinvention is applied to thereversing-switches and operates to lock the power-switch of themaster-controller whenever any one of the reversing-switches fails tooperate.

My invention also includes a novel construction of cable containing theconductors connecting the motor and master controllers in a system ofthe character described and provides a construction that rendersimpossible the operation of the motor-controllers by a short circuitbetween the train-conductors.

My invention also comprises other features of invention, as will moreclearly appear from the following description and the claims annexedthereto.

In the accompanying drawings, illustrating my invention, Figure l isadiagram showing the elements of a train-control system arrangedaccording to my invention. Figs. 2 to 65, inclusive, are diagramsillustrating the storage-battery connections in different positions ofthe master-controller shown in Fig. 1. Figs. 7 and 8 are diagramsillustrating the connections for operating the circuitbreaker in thestorage-battery circuit upon an overload in the motor-circuit. Fig. 9 isa diagram illustrating the operation of the locking device on thepower-switch of the master-controller. Fig. 10 isa diagram showing amodified train-control system. 11 to 16, inclusive, are diagramsillustrating the storage-battery connections in different positions ofthe master-controller shown in Fig. 10. Fig. 17illustratesdiagrammatically a novel arrangement of conductors in atraincontrol system. Fig. 18 is a cross-section of a cable constructedaccording to the diagram shown in Fig. 17; and Fig. 19 is a diagrammaticview of a train of cars, showing the application of my motor-controlsystem thereto.

Referring to Fig. 1 of the drawings, the numerals 1 to 15, inclusive,indicate the train wires or conductors, which extend through the train,these conductors being connected together from car to car by means ofthe con lin s F in a manner now well known.

AtA A are the master-controllers,connected to the train-conductors,preferably one at each end of each car and comprising the power-switch Kand the reversing-switch RS. In certain of the claims I have designatedthe two switches of the master-controller by the expression a pluralityof con trolling-switches. The master-controller at the left in Fig. l isshown in diagram, the contacts being developed on a plane surface,

Figs.

while the one at the right is shown merely in outline.

C represents a motor-controller of the separately-actuated contact-type,and D a reversing-switch of the ordinary type,for changing the relativeconnections of the armatu res and fields of the motors M and M Both thecontroller and the reversing-switch are electromagnetically actuated andare operatively connected to certain of the train-conductors.

SB indicates the storage battery,which supplies current through themaster-controller to operate the motor-controller and thereversing-switch.

R and R indicate resistances which are used in connection with thestorage battery.

B is a circuit-breaker arranged in the storage-battery circuit betweenthe positive trainconductor and the master-controller, and E is acontrolling device for energizing the tripping-coil of thecircuit-breaker 13 upon an overload in the main motor-circuit.

L is a locking device arranged in operative relation to the power-switchof the master-controller.

It is of course understood that the corresponding devices on the severalcars of the train are similarly connected to the trainwires, so that themaster-controller on any one of the cars operates the controlling andreversing switches on all the cars of the train. As heretofore stated,it is one of the objects of my invention to so arrange and connect thevarious storage batteries on the several cars of the train that they maybe inserted in the motor-circuits and charged during the t time that thetrain is accelerating. I have therefore so organized themotor-controller and the powerswitch of the master-controller that thebatteries will be thus connected. The circuits for the various positionsof the master-controller may be traced as follows: With the powerswitchK of the master-controller in its first operative position, with thecontacts 1 to 15' lying along the dotted line 1, the contact 15 will beconnected with each of the contacts 1', 6', and 9, and current will flowfrom the storage battery, one end of which is connected to groundthrough the conductor 21, to the train conductor 14, through thecircuit-breakerB to the train-condnctor 15, and tothe master-controllerat contact 15, where it will divide, part flowing through the contact 1to the train-conductor 1 and through the solenoids 1, l", 1 to theconductor 16, and thence by way of conductor 23 to ground, anotherportion flowing through the fixed contact 6 to the train-conductor 6,thence to the solenoid 6, and to ground by way of conductors 16 and 23,as before, and a third portion flowing by way of fixed contact 9 to thetrain-conductor 9, and through the safety device 10 hereinafter to bedescribed, through the solenoid 9 to the conductors 16 and 23, andthence to ground. The solenoids 1, 1", 1, 6, and 9 will actuate thecorresponding contact devices of the controller 0 and will close themain motor-circuit at 1, 1 1 6, and 9", which circuit may be traced asfollows: Starting from the trolley-shoe T, through the actuating-coil bof the controlling device E,through the contacts 1 1 in multiple to thecontact 1 thence through the section B of the resistance R to theconductor 17, through the direct-connected contacts of thereversingswitch to the armature and'field of the motor M, thence by wayof conductor 18 to contact 6 by way of conductor 19 through thedirect-connected contacts of the reversingswitch to the motor M and byway of conductor 20 through the contact 9 to the conductor 21, andthrough the storage battery SB to ground. Each of the contacts of themotor-controller is provided with a blow-out coil g, which is traversedby the main current.

WVhen the power-switch of the master-controller is moved into its secondposition, the resistance-section R will be connected in multiple withthe section Rin the motor-circuit, and further movement of thepowerswitch will operate to connect in other resistance-sections, untilfinally in position 5 all resistance will be out out, and theconnections will be those shown in Fig. 2 of the drawings, the twomotors M and M being connected in series with each other and with thestorage battery across the line. The storage battery is also connectedat all times to the master-controller by way of train-conductors 14 and15.

In the sixth position of the power-switch of the mastercontrollercircuits will be closed from the storage battery through the contacts 8and 12 to the train-conductors 8 and 12. The contact 8 of themotor-controller C will therefore be operated; but the contacts 8 and 8will not be operated, for the reason that the circuit from the conductor8 to the solenoids S and 8 will be broken at to, due to the fact thatthe contact 9 is still closed. The closing of the contact 8 operates toclose a circuit from the conductor 20 through the conductor 22 andresistance R directly to ground, thereby shunting the resistance Raround the storage battery SB. The motor-circuit connections for thisposition of the master-controller are shown in Fig. 3. If now thepower-switch of the master-controller is moved to its seventh position,the circuit from the storage battery to the mastercontroller will bebroken, first at the contact 9,andnextatthecontact15. Thebreakingof thecircuit at the contact 9 deenergizes the solenoid 9 and permits thecontact 95 to open. The opening of this contact closes a circuit fromthe train-conductor 8 by means of the safety device 20 through thesolenoids 8 and 8, thereby actuating the contacts 8 and 8 The opening ofthe contact 9 opens the circuit to the storage battery, so that theentire current in the motor-circuit flows momentarily through theresistance R to ground; but

as soon as the contact 9 is opened the contacts 8 and 8 will have beenactuated in the manner already explained to close a circuit from theconductor 20,throu gh contacts 8 and 8 in multiple, and conductor 23directly to.

ground, thereby short-circuiting the resistance R By the time thesecontacts have been actuated the circuit will have been broken at thecontact 15 of the master-controller, thereby introducing a resistanceinto the circuit between the storage battery and the master-controller.The circuit from the storage battery will then be as follows: startingfrom ground, through the storage battery to the train-conductor 14,through the circuit-breaker B to the train-conductor 15, thence throughthe conductor 24 to the resistanceRfl through the conductor 25 and byway of: a conductor 12, which joins the conductor 25 to the twocontrollers, to the contact 12' of the master-controller, the circuithaving been already closed at this point in the sixth position. Theconnections for this seventh position of the master-controller are shownin Fig. 4 of the drawings, inwhich the resistance R is short-circuitedand the storage battery disconnected from the motor-circuit, with theresistance R inserted in circuit between it and the connection leadingto the master-controller.

In position 8 of the power-switch of the master-controller the twomotors M and M will be connected in multiple between trolley and ground,with the resistances R and R and the storage battery included in themotorcircuit. In the next position the storage battery will beshunted'by a resistance R and the two resistances R and R will beincluded in multiple with the resistances R' and R The next twopositions of the master-controller operate only to cut out theresistancein series in the motor-circuit, and in position 11 themotor-circuit connections are those shown in Fig. 5 of the drawings.

In posit-ion 12 the storage-batterycircuit will have been opened and theresistance R" short-circuited, as before, and inthe last position of thecontroller the circuit will again have been opened at the contact 15,thus introducing resistance R into the storage-battery circuit, theconnections for this last position being shown in Fig. 6. The storagebattery may thus be caused to take the place of a dead resistance duringthe time that the motors are accelerating,thereby utilizing energy thatwould otherwise be dissipated.

It is to be noted that when the motors are connected in series thestorage battery is included directly in the motor-circuit, the batterybeing designed to take without injury the volume of current which flowswhen the motors are thus connected. In the first multiple position,however, the current flowing in the motor-circuit is substantiallydouble that which flows when the motors are con nected in series, and inorder to prevent a greatly-increased flow through the storage battery asuitably calculated resistance is connected in shunt thereto. Also it isto be noted that the master-controller operates to introduce theresistance R into the circuit between the storage battery and thesolenoids, which constitute the actuating-coils of the motor-controller,whenever by the operation-of the master-controller the motorcontrollerhas been brought into one of its running positions-that is, whenever thecontacts of the motor-controller have been actuated to connect themotors either in full series or in full parallel. By thus introducingresistance in the actuating-circuit after the controller-contacts havebeen brought into a position in which it is desired that they shallremain the current in the actuatingcoils may be reduced to such anamount as will be sufficient to maintain the various contacts in closedposition, although not sufficient to operate the said contacts if theywere open.

The controller 0 may of course be of any suitable construction; but Iprefer to use the construction shown in my pending application, SerialNo. 671,994.

The safety devices to and w are contacts carried by the same structuresthat operate the motor-contacts, so that when the motorcontacts to whichthey are operatively related are closed the safety devices will be open,and vice versa. These devices are similar to those shown in my pendingapplication above referred to, although they are in thisapplicationapplied in a different connection; but their function is in both casesthe same namely, to prevent one circuit from being closed until anotherrelated circuit has been opened, or vice versa. 1

In the operation of my train-control system the storage batteries on allthe cars of the train will be connected in multiple by thetrain-conductors 13 and 14 or by the trainconductor 14 and ground if thenegative train-conductor be omitted, and although a circuit-breaker B isplaced adjacent each of the master-controllers A only thatcircuitbreaker which is adjacent the master-controller at which theoperator is stationed will be closed. Under these conditions if anexcessive current-flow exists in any one of the motor-circuits on thetrain the coil 1) of the overload device E on the particular car wherethe trouble exists will actuate the armature a to close a circuit fromthe train-conductor 15 through the conductor 03 to ground. When such acircuit is closed on any one of the cars of the train, a circuit will beclosed from all the storage batteries through the train-conductor 14,through the contacts of that particular circuit-breaker B, which is inits closed position, through the tripping-coil of the saidcircuit-breaker to the train-conductor l5, and thence by way ofconductor 26 on the car where the trouble exists to the armature a,conductor 0a to ground, and to the other side of the storage batteries.When a negative trainconductor, as 14, is employed, the conductor ac'mayof course, if desired, be connected to said conductor instead ofdirectly to ground, as shown. An excessive battery-current willtherefore be caused to flow through the tripping-coil of thecircuit-breaker B, and the same will be caused to open, thereby breakingthe circuit between the storage batteries and the master-controllerwhich is in operation and opening the motor-circuits at all themotor-controllers on the train.

Heretofore it has been customary to employ a circuit-breaker on each ofthe cars of the train in the main motor-circuit. With this arrangementan excessive current-flow in any one of the motor-circuits will causethe circuit-breaker in that particular circuit to open; but the operatorhas no means of knowing it, and on any grades where the total power ofall the motors is necessary for proper operation of the system theremaining motors will be operating under an overload without theoperators being aware of the fact. By the arrangement above described Iam enabled to dispense with a separate circuitbreaker in eachmotor-circuit, employing in its stead the circuit-breaker which wouldordinarily be employed in the storage-battery circuit, (and which may bemuch smaller, because it has to break only the comparatively Weakbattery-current,) and breaking the main circuit at the controllersthemselves. I am also enabled by this arrangement to indicate to theoperator whenever an excessive current-flow exists on any of the cars ofthe train, so that he may be aware of the conditions and operate histrain accordingly. It is evident that this feature of my invention doesnot necessarily involve the use of a storage battery for actuating theseveral motor-controllers.

In Figs. 7 and 8 I have shown the circuit connections for thecircuit-breaker B and the controlling device E separate from the otherparts of the system. In Fig. 7 the source of ourrent-supply for themaster-controller is a storage battery, the same as in Fig. 1, while inFig. 8 the line itself is used as such source of supply.

The reversing-switches D on all of the cars of the train are operatedfrom any one of the master reversing switches RS. With the master-switchRS and the various motor-reversing switches D on the several cars of thetrain in the position shown in Fig. l of the drawings, if it is desiredto operate the motorreversing switches to reverse the motor connectionsthe master reversing-switch will be operated to connect the fixedcontacts 10 and 14 with each other. The circuit from the stor agebattery to the actuating-solenoids of the several reversing-switches onthe train may then be traced as follows: Starting from ground or fromnegative train -conductor, through the various storage batteries to thetrain-conductor 14, by way of conductor 27 to fixed contact 14, throughthe movable contacts of the master reversing-switch to the contact 10,by way of conductor 28 to trainconductor 10, thence by way of conductor29 on each of the cars of the train to fixed contact e on each of thereversing-switches D, and through the cross-connected movable contacts hon the reversing-switch cylinder to the fixed contact f, thence throughthe solenoid to the brake-coil m, and by way of conductor 23 to ground.The current flowing through the coil m operates to release thefriction-brake, which is shown as a bell-crank lever having one endengaging the surface of a disk carried by the shaft of thereversingswitch, and the solenoid 70 causes the reversing-switch to bethrown to its other extreme position, the contacts h passing out fromunder the contacts 6 and fjust as the switch reaches the limit of itsthrow and the contacts 9 coming under the fixed contacts 0 and d. \Vhenthe contacts hleave the corresponding fixed contacts e and f, thecircuit from the storage battery through the solenoid kand thebrake-coil m is broken, and the frictionbrake will immediately beapplied. It now it is desired to throw the reversingswitch back to itsoriginal position, it is only necessary to throw the masterreversing-switch into the position connecting the fixed contacts 11" and14, when a circuit will be closed from the storage battery through themaster reversing-switch to the train-conductor 11 and through thecontacts 0, d, and g to the opposite solenoid Z, and thence through thebrakecoil m to ground, as before. It may happen, however, through thedisarrangement of some one of the main reversing-switches of the trainthat the said switch will not throw to its extreme position, but willremain in an intermediate position. Whenever in an intermediateposition, either the contacts 9 will be in engagement with the contacts0 and d or. else the contacts h will be in engagement with the contacts6 and f, and under such conditions the circuit from the storage batterythrough one or the other of the actuatingcoils of the reversing-switchwill be closed, so that current will continue to flow through the masterreversing-switch. In order to notify the operator whenever such troubleexists and in order to prevent the starting of the train until after thetrouble has been remedied, I have provided a locking device L on each ofthe master-controllers, connected in circuit between the source ofcurrent for ac-j tuating the reversing-switches and the master reversing-switch,so that whenevercurrent is flowing through the mastercontrollingswitch to any one of the reversirig-switches on the train thesaid locking device will be This locking device I have shown operated.

in operative relation to the power-switch of the master-controller; butit is evident that it might be applied in anyother desired connection,the essential feature being that some device shall be locked until thedifficuity has ter reversing-switch.

circuit.

been remedied. The locking device comprises a spools, containingawinding through which the current flows in passing to the masterreversing-switch, and this spool is keyed or otherwise fastened to theshaft of the power-switch of the master-controller. The lower flange ofthe spool s is provided with a notch (the flange being partly brokenaway to show the same) which in the off position of the power-switch ofthe master-controller lies opposite an armature t, pivoted on a fixedportion of the controller and normally held by means of a spring out ofengagement with the notch in the said flange.

Whenever the reversing-switch'of the inaster-controller is closed ineither of its operative positions, current will continue to flow throughthe conductor 27 and the locking device L if any of the motor-reversingswitches fail to operate. The locking device will then be energized andthe armature 23 caused to engage the notch in the flange of the spool s,so that the power-switch of the master-controller will be locked in itsoff position, itbeing understood that the usual interlocking deviceswill be employed between the power and reversing switches of themaster-controller, so that the reversing-switch cannot be moved untilthe power-switch has been brought to its off position.

The controlling and reversing switches of the motor-controllerconstitute what I have termed a plurality of main switches, and thepower and reversing switches of the master-controller constitute aplurality of master switches for controlling the operation of the mainswitches.

In Fig. 9 I have diagrammatically illus-' trated the power and reversingswitches of the master-controller, together with the locking device anda plurality of motor-reversing switches operatively connected to saidmas- In thisfigure one of the motor-reversing switches is shown indotted lines in an intermediate position,with the contacts 9 still inengagement with the contacts c and d, from which it will be evident thatthe circuit will be closed through the locking device whenever such acondition exists.

In Fig. 10 I have shown a system substantially the same as that shown inFig. l of the drawings; but in this figure I have omitted the overloaddevice for operating the circuitbreaker B and have shown acircuit-breaker B in the main mot-or-circuitof each car, thecircuit-breaker 13 being merely included in circuit between the severalstorage batteries and the niaster-controller which is being operated.'lbe omission of the overload device reduces the number oftrain-conductors by one. Also, in this figure I have shown a somewhatdiiterent system of storage-battery connections, involving the insertionof the storage battery into one of the motor-circuits and. an equivalentresistance into the other motor- This necessitates the use of an ad'-ditional resistance R and the insertion of another contact 8 in themotor-controller.

In position 5 of the master-controller (shown in Fig. 10) the connections will be those shown in Fig. 11, with the motor M, the resistance R,the motor-L1 and the storage battery SB connected in series across theline. In passing from position 5 to position 6 the storage battery willbe shunted by a resistance R" preparatory to being cut out of themotorcircuit, as shown in Fig. 12. As soon as the fixed contact 9 of thell] aster-controller passes off the corresponding movable contact thestorage battery will be cut out of circuit and the resistances R and Rshort-circuited. In passing from position 6 to position 7, in whichlatter position the circuit connections are as indicated in Fig. 13, theresistance R is inserted in the storage-battery circuit between it andthe master-controller, the same as in the system shown in Fig. 1. Inposition 8 of the master-controller the two motors will be connected inmultiple, with the storage batteryin circuit with one of the motors andthe equivalent resistance R in circuit with the other, and in position11 when the resistance has been cut out of the motor-circuit the circuitconnections will be those shown in Fig. 14. In passing from position 11to position 12 of the master-controller the resistance R will first beshunted around the storage battery, as shown in Fig. 15, and when thefixed contact 9' of the master-controller passes off the correspondingmovable contact the storage battery will be cut out of the motor-circuitand the resistances R and R short-circuited, and in the final position13 the resistance R will be inserted in series between the storagebattery and the master-controller. The connections for this finalposition 13 are shown in Fig. 16. In other respects the system shown inFig. 10 is the same as that shown in Fig. 1.

In the system shown in Fig. 1, as well as that shown in Fig. 10, thereare certain positions of the master-controller in which the storagebattery may be left for any desired time when the car or train isrunning at or near its normal speed. The connections for these positionsof the master-controller are shown in Figs. 5 and 14. If, therefore, the

, stops made by the train are so frequentas to demand more energy foractuating the motor-controllers than can be supplied to the storagebatteries during acceleration merely, the connections shown in Figs. 5and 14 may be maintained for a sufficient time to properly charge thebatteries, or if the energy required is excessive the position whichmakes these connections may be made the final position of thecontroller. In the systems shown in Figs. 1 and 10 I have shown but twomotors; but it is evident that any number of motors might be used oneach car, and with four or more motors, as with two, the storage batterymight be maintained permanently in one of the motor-circuits with anequivalent resistance in circuit with each of the other motors, or itmight be shunted by a suitable resistancein the last position of thecontroller by connections similar to those shown in Figs. 5 and 14:.

In a train-control system employinga large number of train-conductors,one of which is connected to the positive side of the source from whichthe several motor-controllers are actuated and the others of which areconnected through the actuating devices of the said motor-controllers tothe other side of the source, there is danger, if the conductors aremassedv together, as is customary, that through abrasion or otherwisecurrent may be supplied directly from the positive conductor to one ormore of the train-conductors which lead to the motor-controllers withoutpassing to the master-controller and someone of the contacts of themotor-controllers thereby be actuated and beyond the control of theoperator. In order to prevent such an occurrence, I form all of thetrain-conductors into a single cable having, illustrated in Figs. 17 and18, a negative conductor o between the positive conductor or conductorsto and the several train-conductors .2, which are connected to theoperating-solenoids of the motor-controllers, so that the negativeconductor forms a negative armor surrounding the positive conductor andbetween it and the various conductors which convey the current toactuate the several contacts of the motor-controller. With thisarrangement a short circuit can never occur between the positiveconductor and any one of the conductors leading to the separate contactsof the motor-controller without grounding the positive conductor. It istherefore impossible for any of the various conductors leading to themotor-controllers to be energized by a short circuit to actuate thecontacts of the motor-controllers. A fuse or circuit-breaker may beinserted between the source'and the positive conductor, so that in caseof short circuit the positive lead will be disconnected from the sourcebefore any damage is done.

I have described my invention as applied to a system of train control;but it is evident that it may be employed with any number of cars, oneor more, and in certain of its features it is also evident that it isnot limited to a railway system, but maybe employed in any desiredconnection.

What I claim as new, and desire to secure by Letters Patent of theUnited States, is-

1. In combination, a source of current-supply, a motor or motors, astorage battery, a resistance, and a controlling device or switch in oneposition connecting said motors to said source in series with saidstorage battery, and in another position connecting said storage batteryand said resistance in multiple between said motors and said source.

2. In combination, a source of current-supply, a plurality of motors, astorage battery, a resistance, and a controlling device or switch in oneposition connecting said motors to said source in series with each otherand with said 'storage battery, and in another position connecting saidstorage battery and said resistance in multiple between said mo tors,also connected in multiple, and said source.

3. In combination, a source of currentsupply, a plurality of electricmotors, astorage battery,and acontrolling device or switch forconnecting said storage battery in series with said motors duringacceleration, then shunting said storage battery bya resistance, andfinally cutting out said storage battery and shunting said resistance.

4. In combination, an electric motor or motors, a controlling devicecomprising a plurality of separately-actutated contacts, electromagnetsfor actuating said contacts, a storage battery for supplying current tosaid electromagnets, and means for controlling said electromagnets toconnect said storage battery in circuit with said motors duringacceleration to charge the same.

5. In combination, an electric motor or motors, a controlling device forsaid motors, an electromagnet or electromagnets for actuating saidcontrolling device, a storage battery for supplying current to saideltromagnets, and means for connecting said storage battery in circuitwith said motors during acceleration to charge the same.

6. In combination, an electric motor or motors, a controlling devicetherefor, electromagnetic means for actuating said controlling device, astorage battery, means for connecting said electromagnetic means incircuit with said storage battery, and means for connecting said storagebattery in series with said motors during acceleration.

7. In combination, an electric motor or motors, a controlling devicetherefor, electromagnetic means for actuating said controlling device, astorage battery, means for connecting said electromagnetic means incircuit with said storage battery, and means for connecting said storagebattery in circuit with one or more of said motors to charge the same.

8. In combination, an electric motor or motors, a controlling devicetherefor, electromagnetic means i'or actuating said controlling device,a storage battery, means for connecting said electromagnetic means incircuit with said storage battery, means for con necting said storagebattery in series with said motors during acceleration, and means forremoving said storage battery from the motorcircuit.

9. In combination, a plurality of electric motors, a storage battery, acontrolling device in one position connecting said storage battery incircuit with said motors for charging, electromagnetic means foractuating said controlling device, and a second controlling device formaking circuit connections bestorage battery to actuate said controllingdevice.

11. In combination, an electric motor or motors, a storage battery, aresistance, means for connecting said storage battery in circuit withsaid motor or motors, means for connecting said resistance in multiplewith said storage battery, means for disconnecting said battery, andmeans for shunting said resistance.

12. In combination, a source of currentsupply, astorage battery, aresistance, a controlling device in one position connecting the batteryto said source, in a second position connecting the resistance inmultiple to said battery, and in a third position disconnecting saidbattery and shunting said resistance, and means whereby the resistancecannot be shunted until after the battery has been disconnected.

13. In combination, a controlling device, electromagnetic actuatingmeans therefor, a source of current-supply, a master-controller forcontrolling the supply of current to the said actuating means, aresistance, and contacts on the master-controller arranged to includesaid resistance in circuit with the source and the electromagneticactuating means after the said controlling device has been actuated.

14. In combination, a switch, electromagnetic means for operating saidswitch, a source of supply, and a master-controller havingits contactsarranged to first connect said electromagnetic means to said source, andthereafter to introduce a resistance in circuit therewith.

15. In combination, a switch, electromagnetic means for operating saidswitch, a source of supply, and a master-controller provided withcontacts arranged to connect said electromagnetic means to said sourceand additional contacts arranged to thereafter introduce a resistance incircuit with said electromagnetic means.

16. In combination,acontroller comprising a plurality ofseparately-actuated contacts, electromagnetic actuating means therefor,a source of current-supply, means for connecting said electromagneticmeans in circuit with said source to operate the controller, and meansfor reducing the flow of current to said actuating means after apredetermined number of said controller-contacts have been actuated.

17. In combination, an electric motor or motors, a controller thereforcomprising a pinrality of separatelyactuated contacts, electromagneticmeans for operating said contacts in a predetermined order, a source forsupplying current to said electromagnetic means, a circuit-ln'eaker incircuit with said source and said electromagnetic means, and meansoperated by an excess flow of current in the motor-circuit for openingsaid circuitbrcaker and thereby causing the motor-circuit to be openedat the said separately-actuated contacts. I

18. Inacombination, an electric motor or motors,acontroller thereforcomprising a plurality of separatelyactuated contacts, a source forsupplying current to actuate said contacts, a master-controllercontrolling the application of current from said source, acircuitbreaking device in circuit with said source, and means operatedby an excess flow of current in the motor-circuit for opening saidcircuit breaking device and thereby causing the motor-circuit to beopened atthe separately-actuated contacts. a

19. In combination, a controlling device for electric motors comprisinga plurality of separately-actuated contacts, electromagnetic means foroperating said contacts, a source of current-s11 pply,amaster-controller for supplying current from said source to saidelectromagnetic means, a circuit-breaking device in circuit with saidsource and said mastercontroller, and automatically-operated means foractuating said circuit-breaking device to 7 cut off the supply ofcurrent to said electromagnetiemeans and thereby to cause themotor-circuit to be opened at the separately-actuated contacts of thecontrolling device.

20. In a train system, the combination of a number of cars united toform a train, propelling-m otors mounted upon more than one of saidcars, controlling devicesfor said motors, electromagnetic means forcontrolling the operation of said devices, a source of current, amaster-controller for connecting said electromagnetic means to saidsource, a circuit-breaking device in circuit between said source andsaid master-controller, and means controlled by the current in themotor-circuit on one or more of said cars for actuating saidcircuit-breaking device to cut off the supply of current to saidelectromagnetic means.

21. In a train system, the combination of a number of cars united toform a train, propelling-motors on one or more'of said cars, controllingdevices for said motors, electromagneticimeans for securing theoperation of said controlling devices, a source of current, amaster=controller having electrical connections on the one side to saidsource and on the other to said electromagnetic means, acircuit-breaking device connected in circuit between said source andsaid master-controller so as to control" the flow of currenttherethrough to the said electromagnetic means, and means arranged to beoperated by an excess flow of current on any one of the motor cars foractuating said circuit-breaking devices.

22. In a train system, the combination of a number of cars united toform a train, propelling-motors on one or more of said cars, controllingdevices for said motors, electromagnetic means for securing theoperation of said controlling devices, a source of current, amaster-controller having electrical connections on the one side to saidsource and on the. other to said electromagnetic means, anelectrically-actuated circuit-breaking device connected in circuitbetween said source and said master-controller, train-conductors towhich the actuating-winding of the said circuit breaking device isconnected, and means on each motor-car arranged to be operated by anexcess flowof current in the motors on that car for connecting theactuating-winding of said circuit-breaking" device to a suitablesource'ot supply.

23. In combination, an electric motor or motors, a controlling devicetherefor, a source for supplying current to actuate said controllingdevice, a master-controller controlling the application of current fromsaid source, an indicating device in circuit with said source, and meanscontrolled by the current in the motor-circuit tor actuating saidindicating device.

24:. In a train system, the combination of a number of cars united toform a train, propelling-motors mounted upon more than one of said cars,controlling devices for said motors, electromagnetic means forcontrolling the operation of said devices, a source of current, amaster-controller for connecting said electromagnetic means to saidsource, an indicating device in circuit with said source and saidmaster-controller, and automatic motor-circuit for closing a circuit tooperate the indicating device.

26. In combination, an electric motor or mo- .tors,a motor-controllertherefor,a master-controller for controlling the operation of themotor-controller, an indicating device adjacent to themaster-controller, and a switch separate from the indicating deviceoperated by an excess flow of current in the motorcircuit for securingthe operation of the indieating device.

27. In a train system, the combination of a number of cars united toform a train, propelling=motors mounted upon more than one :of saidcars, motor-controllers on the several motor-cars, one or moremastercontrollers .for controlling the operation of the severalmotor-controllers, indicating devices adjafailure of any of themotor-reversing switches,

for locking the power-switch of the master? controller. N,

29. In a train system, the combination of a number of cars united toform a train, propelling-motors for said cars, motor-controllerscomprising a plurality of switching devices, a master-controllercomprising a plurality of corresponding switching devices, means foroperating one of the switching devices of the master-controller, andmeans operated upon the failure of any of the correspondingmotpr-switching devices for locking the other switching devices of themaster-controller.

30. In combination,amotor-controllercomprising a plurality of switchingdevices, a master-controller comprising a plurality of correspondingswitching devices, means for operating one of the switching devices ofthe master-controller, and means controlled by the correspondingswitching device of the motor-controller for locking the other switchingdevices of the master-controller.

31. In combination, a plurality of switches, a corresponding pluralityof means for operating said switches, and a locking device controlled byone of said operating means and released only when the correspondingswitch has been operated.

32. In combination, a plurality of main switches, a plurality ofmaster-switches for controlling the operation of the main switches, anda locking device actuated upon the operation of one of saidmaster-switches and released only when the corresponding main switch hasbeen operated.

33. In combination, a main controller comprising a plurality ofswitches, a master-controller for controlling the operation of saidswitches, an electromagneticallyoperated locking device in circuit withone of the switches of said master-controller, and means controlled bythe corresponding main switch for operating said circuit.

3%. In combination, a main controller comprising a plurality ofswitches, a master-controller comprising corresponding switches, and alocking device forsaid master-controller rendered operative by thefailure of one ofthe switches of the main controller.

35. In combination in a master-controller,

a power-switch, a reversing-switch, and an electromagnetic lockingdevice for the powerswitch connected in the circuit of thereversing-switch.

36. In combination, two controllingswitches, a switch adapted to beoperated from one of the said controlling-switches, a locking device forthe other controllingswitch, and means controlled by the switch to beoperated for actuating said locking device.

37. In combination, aswitch to be operated,

electromagnetic means for operating said switch, a master-switch, acircuit connecting said master-switch and said electromagnetic means, alocking device, electromagnetic means for actuating said locking deviceincluded in said circuit, and means controlled by the switch to beoperated for opening said circuit.

38. In combination, a master-controller comprising power and reversingswitches, a motor-controller comprising corresponding switches,electromagnetic means for operating the switches ot'saidmotor-controller, an electromagnetic locking device on the shaft of thepower-switch, and means controlled by the reversing-switch of themotor-controller foractuating said locking device.

39. In combination, a master-controller, an electrically-actuatedmotor-controller, and a cable extending between themotor-controlleractuating means and the master-controller,'

said cable comprising a positive conductor, a negative conductorinsulated from said positive conductor, and a plurality of conductorsfor the controller-actuating circuits insulated from each other and fromthe negative conductor.

40. In combination, a master-controller, an electrically-actuatedmotor-controller, and a composite conductor extending between themotor-controller-actuating means and the master-controller, the saidconductor comprising a positive conductor or conductors, a plurality ofconductors for thecontroller-actuating circuits, a negative conductor orconductorsinterposed between said positive conductor and saidtrain-conductors, and insulating material separating said conductorsfrom each other.

' 41. In combination, a master-controller, an

electrically-actuated motor-controller, and a composite conductorextending between the motor-controller-actuating means and themaster-controller, the said composite conductor comprising a positiveconductor or conductors, a plurality of auxiliary conductors for thecontroller-actuating circuits, and a negative conductor or conductorsinterposed between said positive and said auxiliary conductors.

42. In combination, in a motor-controller, a coil on thecontroller-shaft, a movable armature constituting a locking devicearranged IIO in the field of said coil, and a spring acting normallymaintain said armature out of en- 10 upon said device in opposition tothe field gagementwith its cooperating member on the generated by saidcoil. controller-shaft.

43. In combination, in a motor-controller, In Witness whereof I havehereunto set my acoilsurroundingthecontroller-shaft, a movhand this 9thday of February, 1900. able armature constituting a locking device FRANKE. CASE. arranged to be actuated by the field gener- Witnesses: ated bysaid coil, a cooperating member upon BENJAMIN B. HULL,

the controller-shaft, and a spring acting to MABEL E. JAOOBSON.

